KR0154065B1 - Cvt for a vehicle - Google Patents

Abstract

In order to simplify the structure and reduce the shift shock to improve the starting of the vehicle, a torsional damper and a torsional damper which converts torque into a damping action that absorbs torsional vibration of the input shaft according to the torque fluctuation output from the engine and A forward friction member is interposed on an input shaft directly connected to the input shaft to selectively operate the forward friction member to determine the input stage, and a reverse friction member is interposed on the transmission housing and the reverse friction member is selectively operated to determine the fixed end of the vehicle. Forward and reverse control means for determining the forward and reverse direction to output the power of the forward and reverse rotation to the drive pulley and the power pulled from the forward and reverse rotation control means is input to the driven pulley connected to the drive pulley and the belt, which supports the driven pulley Is installed on the driven pulley support shaft and the ground resistance of the drive wheel is transmitted to the engine side at the start. A vehicle continuously variable transmission including a starting clutch and a longitudinal deceleration means the starting according to the clutch operation to decelerate the rotation speed species takes to transmit power to be input to the driven pulley for driving the drive shaft is mounted on both sides of the block.

Description

Stepless Transmission for Vehicles

1 is a configuration diagram of a continuously variable transmission for a vehicle according to the present invention.

2 is a cross-sectional view of the pulley outer diameter displacement generating means applied to the present invention.

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission for a vehicle, and more particularly, to a continuously variable transmission for a vehicle that simplifies a structure and reduces shift shock to improve starting.

The transmission of the vehicle has a function of transmitting the driving force of the engine to the driving wheels, and such a transmission includes a manual transmission in which a shift stage is directly selected at the driver's will, and an automatic transmission in which a shift is automatically made according to driving conditions of the vehicle. In addition, it is roughly classified into a continuously variable transmission in which a shift is performed in an infinite stage without a specific shift region between each shift stage.

The continuously variable transmission has a great advantage in terms of fuel economy, power performance and weight by supplementing the disadvantages of the automatic transmission using hydraulic pressure, and a method using an outer diameter displacement of a pulley mounted on an input shaft and an output shaft is mainly used.

However, the conventional continuously variable transmission uses a double pinion planetary gear set as the forward and reverse rotation control means, and since each shaft of the transmission is directly connected to the driving wheel, the structure is complicated and the transmission shock is transmitted, thereby deteriorating the starting property.

Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to provide a continuously variable transmission for a vehicle that can simplify the structure, reduce the transmission shock and improve the starting.

In order to realize this, the continuously variable transmission for a vehicle according to the present invention includes a torsional damper for converting torque into a damping action of absorbing torsional vibration of an input shaft according to a torque variation output from an engine;

Interposing a forward friction member on an input shaft directly connected to the torsional damper, and selectively operating the forward friction member to determine an input stage, and interposing a reverse friction member on the transmission housing and selectively operating the reverse friction member to fix the end. Determining the forward and reverse direction of the vehicle to determine the forward and reverse rotation control means for outputting the power of the forward and reverse rotation to the drive pulley and the power output from the forward and reverse rotation control means is input to the driven pulley connected to the drive pulley and the belt, It is mounted on the driven pulley supporting shaft supporting the driven pulley and starts speed is stopped by receiving the power input to the driven pulley according to the operation of the starting clutch and starting clutch to stop the ground resistance of the driving wheel from being transmitted to the engine side at the start. It includes a deceleration means for decelerating and driving the drive shaft mounted on both sides.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

EXAMPLE

FIG. 1 is a configuration diagram according to the first embodiment according to the present invention, in which reference numeral 1 is referred to as a tonic damper 1, and this torsional damper 1 is in accordance with a torque variation output from the engine 3. The torque is converted into a damping action that absorbs the torsional vibration of the input shaft 5.

A single pinion planetary gear set, which is a positive and reverse rotation control means 7, is mounted on the input shaft 5 to which the torsional damper 1 is directly connected.

The sun gear 9 of the single pinion planetary gear set is directly connected to the input shaft 5, and the planet carrier 13 connecting the pinion gear 11 has a forward friction member C and a reverse friction member B on both sides thereof. It is selectively connected to the input shaft 5 and the transmission housing 15 via the ring gear 17 is connected to the drive pulley 21 by the power transmission member 19 as an output end.

When the forward friction member C is operated, the planetary carrier 13 acts as an input terminal together with the sun gear 9 to rotate the sun gear 9 and the pinion gear 11 in the forward direction, thereby rotating the ring gear 17 as the output end in the forward direction. Rotation, and the reverse friction member (B) acts as a fixed end to rotate the ring gear 17, the output end in the reverse direction.

As described above, the forward friction member C which determines the rotational direction of the ring gear 17 which is the output end uses a conventional multi-plate clutch as the clutch means, and the reverse friction member B is a conventional multi-plate clutch or band as the brake means. The brakes can be used.

The drive pulley 21 is connected to the driven pulley 25 by the belt 23, the drive pulley 21 and the driven pulley 25 is the forward and reverse control means while the contact radius of the belt 23 is variable ( The forward / backward shifting output from 7) is executed.

2 shows an embodiment of the pulley outer diameter displacement generating means enabling the shifting operation.

That is, the drive pulley 21 is composed of a fixed side pulley 27 and a variable side pulley 29, the fixed shaft pulley 27 is formed integrally with the power transmission member 19, the variable side pulley 29 Is coupled to the ball spline 30 so as to move straight reciprocating in the power transmission member (19).

Furthermore, one side of the variable side pulley 29 is provided with a casing member 31, and a hydraulic chamber 35 is formed between one side of the variable side pulley 29 and the casing member 31. The hydraulic chamber 35 is connected to the flow path 37 formed in the power transmission member 19, and is supplied with a pressure fluid generated by the driving force of the engine.

The driven pulley 25 is composed of a fixed side pulley 39 and a variable side pulley 41 like the driving pulley 21, and the fixed side pulley 39 is integrally formed with the driven pulley support shaft 43. .

In addition, the variable side pulley 41 is coupled to the ball spline 44 so as to linearly reciprocate on the driven pulley support shaft 43, and one side of the variable side pulley 41 is provided with a casing member 45, the variable side pulley A hydraulic chamber 49 is formed between one side of the 41 and the casing member 45, and the hydraulic chamber 49 is connected to a flow path 51 formed on the driven pulley support shaft 43, which includes an engine ( The pressure fluid generated by the driving of 3) is supplied. Therefore, the contact radius of the belt 23 and the pulleys 21 and 25 is changed by the hydraulic pressure supplied to the hydraulic chambers 35 and 49.

In addition, in order to prevent slipping between the driving and driven pulleys 21 and 25 and the belt 23, an elastic member 52 is interposed in the hydraulic chamber 49 so that a constant pressure is always applied to enable slipless power transmission. I'm letting you.

The configuration of the drive pulley 21 and the driven pulley 25 as described above is not limited to the above configuration, and includes all that can be easily invented from the above configuration.

In addition, a starting clutch 53 is mounted on the driven pulley support shaft 43 on which the driven pulley 25 is mounted to reduce shock at the start, and the starting clutch 53 may use a wet multi-plate clutch.

The other side of the driven pulley support shaft 43 in which the starting clutch 53 is elongated is provided with a longitudinal deceleration means for longitudinally decelerating the power transmitted to the starting clutch 53 and transmitting it to a driving wheel (not shown).

The longitudinal deceleration means is coupled to the transfer drive gear 55 directly receiving the power of the starting clutch 53 and transfer drive gear 59 and one side of the output shaft 57 and the drive shaft 59 mounted to the output shaft 57. It is configured to include a hypoid gear (63) connecting the differential 61 mounted on both sides.

The continuously variable transmission for a vehicle according to the present invention configured as described above operates the vehicle while the forward and backward friction members C and B and the starting clutch 55 are operated and deactivated as the driver operates the select lever (not shown). Forward, backward and stop.

When the driver first selects the driving 'D' range with the select lever, the driving force of the engine 3 is transmitted to the forward and reverse control means 7 through the input shaft 5 connected to the torsional damper 1, and the forward friction The member C is operated to integrate the planet carrier 13 and the input shaft 5.

Therefore, the sun gear 9 and the pinion gear 11 are locked and output a driving force in the forward direction to the ring gear 17, which is an output end, and a power transmission member 19 connecting the drive pulley 21 thereto.

When the driver selects the reverse 'R' range using the selector lever, the reverse friction member B is operated to fix the planet carrier 13 to the transmission housing 15.

Therefore, since the planetary carrier 13 acts as a reaction force stage, the power input to the sun gear 9 outputs the driving force in the reverse direction to the ring gear 17 which is the output end and the power transmission member 19 connecting the drive pulley 21 to the output gear. Let's do it.

As described above, when power is outputted to the power transmission member 19 by the forward and reverse control means 7 when the driving 'D' range and the reverse 'R' range are selected, the driving pulley 21 connected to the belt 23 and The shift is made by changing the outer diameter of the driven pulley 25.

At this time, the rotational speed change conditions of the driving pulley 21 and the driven pulley 25 are the same as the outer diameter of the first driving pulley 21 and the driven pulley 25, and the outer diameter of the second driving pulley 21 is the driven pulley The case is larger than the outer diameter of (25), and the case where the outer diameter of the third drive pulley 21 is smaller than the outer diameter of the driven pulley (25).

Under the rotational speed change condition, firstly, the speed ratio becomes 1: 1, and secondly, the rotation speed of the driven pulley 25 becomes larger than the rotation speed of the driving pulley 21, and the third becomes dependent than the driving pulley 21. Since the rotation speed of the pulley 25 becomes small, it decelerates.

Due to this effect, when the driving 'D' range and the reverse 'R' range are selected, shifting is gradually performed from the start point to the high speed driving without any division of the shift stage.

And the change in the outer diameter of the drive pulley 21 and the driven pulley 25 is determined according to the hydraulic pressure supplied to the hydraulic chamber (35, 49), this hydraulic control is usually used by the hydraulic control system used in continuously variable vehicles The detailed description is omitted since it is possible to.

On the other hand, the power of the forward and reverse rotation determined by the above operation is increased and decreased through the driving pulley 21 and the driven pulley 25, and the increased and decreased power of the starting clutch 53 mounted on the driven pulley support shaft 43. Operation is transmitted to the transfer driven gear 59 mounted on the output shaft 57 through the transfer drive gear 55, which is a longitudinal reduction means.

Therefore, since the output shaft 57 drives the differential device 61 through the hypoid gear 63, the drive shaft 59 enables the vehicle to move forward and backward.

As described above, the present invention simplifies the structure by using the forward and reverse rotation control means as a single fition planetary gear set, and blocks the transmission of the ground resistance of the driving wheel at the initial start because a starting clutch is installed between the driven pulley and the longitudinal reduction means. By reducing the shift shock, it is possible to improve the starting of the vehicle.

Claims (6)

A torsional damper that converts torque into a damping action that absorbs the torsional vibration of the input shaft in response to the torque fluctuation output from the engine, and a forward friction member on the input shaft directly connected to the torsional damper, and selectively operates the forward friction member. To determine the input stage, interpose the reverse friction member in the transmission housing, and selectively operate the reverse friction member to determine the fixed stage to determine the forward and reverse direction of the vehicle and to output the power of the forward and reverse rotation to the driving pulley. The power output from the control means and the forward and reverse control means is input to the driven pulley connected to the drive pulley and the belt, which is mounted on the driven pulley support shaft supporting the driven pulley so that the ground resistance of the drive wheel is transmitted to the engine side at the start. To the driven pulley according to the operation of the starting clutch and the starting clutch To slow down the revolutions receives bell transmitting power that forces the vehicle continuously-variable transmission device comprising a longitudinal deceleration means for driving the drive shaft is mounted on both sides. According to claim 1, wherein the forward and reverse rotation control means is formed of a single pinion planetary gear set, the sun gear is directly connected to the input shaft, the planetary carrier connecting the pinion gear is selectively connected to the input shaft via a forward friction member on one side And, the other side is selectively fixed to the transmission housing via the reverse friction member, the endless transmission device for a vehicle, characterized in that the ring gear is connected to the drive pulley by the power transmission member. The continuously variable transmission for a vehicle according to claim 1 or 2, wherein the forward friction member uses a multi-plate clutch as a clutch means. 3. The continuously variable transmission for a vehicle according to claim 1 or 2, wherein the reverse friction member uses a band brake as a brake means. The continuously variable transmission for a vehicle according to claim 1, wherein the starting clutch uses a wet multi-plate clutch. According to claim 1, wherein the longitudinal reduction means is coupled to the transfer drive gear and the transfer drive gear mounted on the driven pulley support shaft and the transfer driven gear mounted on the output shaft and the other side of the output shaft on which the transfer driven gear is mounted and the output shaft A continuously variable transmission for a vehicle comprising a hypoid gear for coupling a transfer case of a differential device in a direction orthogonal thereto.